Marine Works Management Plan - 11th Oct 2013

MARINE WORKS MANAGEMENT PLAN (MWMP)

Kurnell Port and Berthing Project

Caltex Kurnell Port and Berthing Project Marine Works Management Plan

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Table of Contents 1.0 General .................................................................................................................................... 4

2.0 Purpose ................................................................................................................................... 4

3.0 Introduction ............................................................................................................................ 4

4.0 Scope of works ........................................................................................................................ 5

4.1 Dredging (Heron Constructions) .......................................................................................... 5

4.2 Sheet Pile Wall and Rock Revetment (Waterway Construction) ......................................... 7

4.3 Berth and Mooring Equipment Upgrade (Ausbarge) ........................................................... 7

5.0 Operations Plan ....................................................................................................................... 8

5.1 Weather Forecasts ............................................................................................................... 8

5.2 Dredging (Heron Constructions) .......................................................................................... 8

5.3 Sheet Pile Wall and Rock Revetment (Waterway Construction) ....................................... 12

5.4 Berth and Mooring Equipment Upgrade (Ausbarge) ......................................................... 13

5.5 Operational Discussion: ..................................................................................................... 15

5.6 Barging corridor ................................................................................................................. 16

5.7 Diving Operations .............................................................................................................. 18

5.8 Maintenance plan .............................................................................................................. 18

5.9 Fuelling ............................................................................................................................... 19

6.0 Vessel Specification ............................................................................................................... 21

6.1 Dredging (Heron) ............................................................................................................... 21

6.2 Sheet Pile Wall and Rock Revetment (Waterway Construction) ....................................... 26

6.3 Berth and Mooring Equipment Upgrade (Ausbarge) ......................................................... 29

7.0 Crew qualifications and training ........................................................................................... 34

7.1 Training .............................................................................................................................. 34

7.2 Job Specific Training ........................................................................................................... 34

7.3 Marine Competency .......................................................................................................... 34

7.4 Induction ............................................................................................................................ 35

8.0 Environmental Protection ..................................................................................................... 36

8.1 Bunkering ........................................................................................................................... 36

8.2 Chemicals & Dangerous Goods .......................................................................................... 37

8.3 Hazardous Chemicals Storage ............................................................................................ 37

8.4 SDS Application .................................................................................................................. 37

8.5 Waste Management .......................................................................................................... 38

9.0 TRAFFIC MANAGEMENT PLAN .............................................................................................. 40


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9.1 Personnel Transfer Point ................................................................................................... 40

9.2 Holding Zones .................................................................................................................... 40

9.3 Exclusion Zone ................................................................................................................... 40

10.0 INCIDENTS ............................................................................................................................. 41

10.1 Incident Reporting ........................................................................................................... 41

10.2 Immediate Action ............................................................................................................ 42

10.3 Incident Investigation ...................................................................................................... 43

11.0 Sunken Construction Vessel or Materials ............................................................................. 43

12.0 Evacuation Procedure ........................................................................................................... 44

13.0 Appendix ............................................................................................................................... 45

13.1 Drawing 148012 ............................................................................................................... 45

13.2 Marine Bunkering Plan..................................................................................................... 46

13.3 Kurutai Bunker Pre-Delivery Checklist ............................................................................. 49

13.4 Machiavelli Bunker Pre-Delivery Checklist ...................................................................... 51


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1.0 General

This Marine Works Management Plan (herein referred to as Plan) provides a management strategy

to effectively manage Health, Safety & Environment risks associated with works undertaken by

Contractors for Caltex Kurnell Port and Berthing Upgrade Dredging Project.

This Plan is applicable to all encompassing Caltex and Contractor Construction staff, crews, vessels,

equipment and sub-contractors.

This Plan establishes the baseline for Construction Managements commitment to Health, Safety and

Environment on all aspects of its Marine Works within Botany Bay and surrounds.

2.0 Purpose

The safe coordination of works by Caltex employees and Contractors must be ensured. The primary

consideration when undertaking dredging operations is to endeavour to adhere to the requirements

of both legislation and specific client expectations, ensuring these are met and that risk to people,

plant, property, equipment and the environment are adequately identified, assessed and managed

to As Low As Reasonably Practicable (ALARP).

The purpose of this Plan is to provide minimum or standard requirements and information to ensure

works are carried out in a safe and controlled manner and to ensure relevant hazards remain at a

level as low as reasonably practicable in accordance with but not limited to the following Legislative

requirements/regulatory bodies:

3.0 Introduction

Caltex Refineries are currently upgrading their berthing facilities at their Kurnell wharf. The Marine

Work Area (MWA) is defined on the General Arrangement Drawing No: 148012 issued on 26.10.12.

The MWA is comprised of three Zones:

AREA 1 Turning Circle and Vessel Approach Area

Approximately 32900 m3 of Material is to be dredged and removed

AREA 2 Sub Berth Area

Approximately 8900 m3 of material to be dredged and removed

Installation of a new chain, Tanker Marine Buoys and an additional anchor

AREA 3 Berth 1 and Berth 2 area

Approximately 59100 m3 of Material is to be dredged and removed

Installation of 3 new Marine Loading Arms at Fixed Berth 1

Sheet pile wall implementation to protect the seabed from subsiding in structural pile

locations


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4.0 Scope of works

4.1 Dredging (Heron Constructions)

4.1.1 Stage 1 Area 1 Highly Contaminated Material

This dredging will be carried out first and be carried out to the details shown on the Drawings and in

accordance with the technical specification. All dredging in this area will be carried out in

accordance with instruction or directions of the Principals Representative.

This area is to be dredged with no overflow allowed from loading of barges. All material dredged is

to be disposed of in the designated offshore Spoil Ground area.

4.1.2 Stage 2 Area 3 in the vicinity of the existing jetty:

Following Stage 1, dredging shall be undertaken for Under Jetty (Area 3) and for areas 10 m from the

fender line. Under Jetty (Area 3) is defined as the area extending from the alignment of the fender

line from Berth 1 (Area 3) to the alignment of the fender line from Berth 2 (Area 3).

This is to allow for potential slumping of material from areas not accessible by the dredge. The

Principals Representative can direct the Dredging Contractor to re-dredge this area at a later stage.

Dredging shall not be undertaken at the southern end of Berth 1 within 25 m of the proposed sheet

pile wall and rock revetment.

Area 3 is to be dredged with no overflow allowed from loading of barges.

4.1.3 Stage 3 Area 1 (Swing Basin and Approach Areas) (excluding Area 1 Highly Contaminated Material), Area 2 (Sub-Berth Area) and Area 3 (Berth 2)

This dredging will follow the Stage 1 and 2 dredging unless otherwise instructed by Principals

Representative. The dredging will be carried out to the details shown on the Drawings and in

accordance with the technical specification. All dredging in this area will be carried out in

accordance with instruction or directions of the Principals Representative. Area 1 and 2 can be

dredged with overflow allowed from loading of barges. Area 3 is to be dredged with no overflow

allowed from loading of barges. Notwithstanding overflow being allowed, the Dredging Contractor is

to limit turbidity generation as much as is practicably possible. All material dredged is to be disposed

of in the designated offshore Spoil Ground area or where suitable used to cover pipelines or fill

deepened areas as specified within this scope.

4.1.4 Stage 4 Area 3 (Berths 1 and Under Jetty):

This dredging will follow the Stage 3 dredging unless otherwise instructed by Principals

Representative. All dredging in this area will be carried out in accordance with instruction or

directions of the Principals Representative.


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This area is to be dredged with no overflow allowed from loading of barges. All material dredged is

to be disposed of in the designated offshore Spoil Ground area.

A sheet pile wall and revetment will be constructed at the southern end of Berth 1 in Area 3.

Dredging in the vicinity of the sheet pile wall is to be undertaken after its installation. The Dredging

Contractor is to allow for carrying out the Works in a sequential manner to allow the installation of

the sheet pile wall.

The Dredging Contractor is also to dredge the design profile required for the construction of the

revetment and scour protection.

The Dredging Contractor may be directed by the Principals Representative to re-dredge the area

Under Jetty (Area 3).


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4.2 Sheet Pile Wall and Rock Revetment (Waterway Construction)

Caltex Refineries are currently upgrading their berthing facilities at their Kurnell wharf facility. Part

of the upgrade works is to remove seabed material so there is a depth of -12.8m CD (dredging) in

berth 1 location (situated south side of the wharf). Due to the dredging works been in close

proximity to the existing jetty structural piles, a sheet pile wall design has been incorporated to

protect the seabed from subsiding in the pile location. The Contractor engaged by Caltex is to supply

and install the sheet pile wall, along with scour protection and revetment works around the location.

The Sheet pile wall is approximately 82m long and will have a finished height approximately 10m

below water level. Once the sheet pile wall installation is completed, bulk dredging will take place in

the area east of the wall (berth 1). After the dredging is completed, the contractor will establish the

Calliope barge again with an excavator on-board, to place scour protection rock at the walls base

and behind so that no seabed material is required to be removed in future. There will also be some

revetment works to the south of the wall, which will be undertaken with the excavator barge.

4.3 Berth and Mooring Equipment Upgrade (Ausbarge)

4.3.1 Number 1 Berth - Installation of the Marine Loading Arms (MLAs)

The Contractor is to assemble 3 new MLAs at # 3 berth White Bay in Sydney Harbour. Once

assembled the MLAs will be loaded onto a crane barge and the necessary surveys and inspections

are carried out the barge will be towed to the Caltex Marine Terminal Botany Bay and if conditions

are suitable moored alongside the # 1 fixed berth. Given the proximity of the berth to the heads and

the exposure to strong winds a suitable weather window will be required with particular emphasis

on sea state. In the event of unsuitable weather and conditions the barge will be anchored in the

eastern side of the wharf next to the existing workboat moorings or if conditions are excessive the

barge will be towed to Woolooware Bay at the mouth of the Georges River until conditions improve.

The MLA installation is planned to take approximately 1 week if conditions are suitable and upon

completion the barge will be towed back to Sydney Harbour.

4.3.2 Number 3 Berth - Installation of new chain, TMBs and Stevris anchor

As part of the upgrade project The Contractor will be towing a suitable crane barge ex Sydney

Harbour to Botany Bay. The barge when not in use will be anchored on the eastern side of the Caltex

Jetty in the area of the small vessel moorings. In the event of adverse weather conditions the tug

and barge will move to a safe mooring within Woolooware Bay at the mouth of the Georges River.

When in operation the barge will load chain and equipment at the Caltex Wharf and be towed to the

intended location at the sub berth where it will replace existing mooring chain with new as well as

carry out the installation of an extra # 6a anchor as per the Caltex berth upgrade design. Once the

chain replacement and anchor installation is complete new TMBs will be installed. Operations are to

be carried out in suitable shipping and weather windows as directed by Caltex and Sydney Ports

Corporation. On days where operations cannot be carried out the equipment will be moored in

locations as described above. The operations will be carried out over a number of months so as not

to interfere with shipping movements or any other activities as prioritised by Caltex and SPC. On

completion of the above works the plant and equipment will be demobilized back to Sydney

Harbour.


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5.0 Operations Plan

5.1 Weather Forecasts

Caltex and all of its contractors shall utilise the One Single Weather Forecasting Exchange System

available at Caltexs Wharf Operations Control Room. SPC will maintain use and reference to the

B.O.M. The system that indicates worse weather forecasts shall be followed and adhered to.

5.2 Dredging (Heron Constructions)

5.2.1 Mooring of Vessels - Normal Operations

a) Machiavelli Backhoe Dredge

The Backhoe dredge Machiavelli during normal operations shall be moored via the spud leg system.

The dredger designed to withstand high side loads, be it from barges impacting the side, slewing

with the excavator arm, or other such actions.

The two after-spuds can only be raised and lowered vertically. The forward spud is housed in a

spud-carrier and has approximately 7.5m of travel in a fore and aft direction, as well as the vertical

movement. This feature is used to move the dredge along the line of dredging.

Where possible the dredger is to be positioned facing into the wind, and /or tide.

b) Tugs

In normal operating circumstances the tugs shall be moored in the following locations:

Alongside the Backhoe dredge

c) Spilt Hopper Barges

In normal operating circumstances the Split Hopper Barges shall be moored in the following

locations:

Location 1 Alongside the Backhoe Dredge

Location 2 Alongside the Tug at allocated moorings (western side of Runway 3LR)

Location 3 Caltex (Kurnell) moorings

5.2.2 Anchoring of Vessels Inclement Weather

Weekly weather forecasts shall be received from Caltex Weather Exchange to ensure that operations

are planned around poor weather events. This will allow the Dredge Superintendent to plan ahead

for re-locating vessels as required.

The Contractor shall anchor all applicable vessels on the western side of the 3LR runway as weather

dictates.


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a) Machiavelli Backhoe Dredge

In heavy weather (>2m significant wave height or >1.5m waves from the beam) the dredger should

be lowered off the spud legs and secured by anchor/s; the spud legs may be kept partially extended

to provide additional stability.

Two crews are usually required to let go or recover the anchor.

Only trained and experienced crew should be involved in the anchoring; new crew should

understudy experienced personnel until they are fully familiar with the process and equipment.

Care needs to be taken at all times, but particularly when anchoring in heavy seas the anchor-chain

can snatch without warning. The tug should be kept attached, with the tow taking the weight, until

the anchor has been let go and the tow can be released and the anchor set.

When a forecast is received of potential poor weather, the Dredge Superintendent or Supervisor

shall communicate with crew, as to the best available area for the backhoe to be moored and the

timing of the relocation.

In inclement weather the Backhoe dredge shall be towed to the following safe haven location on

Western side of Runway 3LR. The estimated duration for the Dredger to relocate is approximately 40

minutes from the dredge site to the safe haven.

b) Tugs

When a forecast is received of potential poor weather, the Tug Master shall communicate with the

Dredge Superintendent and his crew, as to the best available area for the tug to be moored and the

timing of the relocation.

The following areas shall be utilised for the mooring of tugs depending on the formation of the

weather event:

Western side of Runway 3LR

Alongside Dredger

The estimated duration to relocate the Tugs to the safe haven is approximately 20 minutes.

Tugs shall remain manned whilst on mooring or anchor.

c) Split Hopper Barges

When a forecast is received of potential poor weather, the Tug Master shall communicate with the

Dredge Superintendent and his crew, as to the best available area for the SHB to be moored and the

timing of the relocation. The following areas shall be utilised for the mooring of the SHB depending

on the formation of the weather event:

located on Western side of Runway 3LR

Alongside Dredger


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The estimated duration to relocate the barges to the safe haven is approximately 20 minutes.

The barges anchor shall be dropped as weather dictates in the allocated safe haven area.

Barges will need to be lit

5.2.3 Towage

ALL towage movements of tug and barge that cross or use the Shipping Channel must be booked

through the ShIPS system for approval by VTS staff. All other movements not utilising the Shipping

Channel will not require booking into the ShIPS System.

All movements of tug and barge must comply with the relevant sections of HMD and have VTS

approval before moving.

Machiavelli

The Machiavelli towage arrangement shall be in accordance with the following picture.

Soft towing pendant, attached to tug tow-wire.

Chain bridle.

Head-rope

(berthing)

Fairlead and deck-clench.

Anchor and capstan.

Tugs & Split Hopper Barges Towing Configurations

AS PER DREDGING AND OFFSHORE DISPOSAL METHODOLOGY


5.3.1 Operational Activity and Duration

The Calliope I crane barge is a brand new build 55m LOA x 18m wide dumb barge, wholly owned by The Contractor. The barge is fitted with Site Office,

Workers amenities, ablution, generators, mooring winches and a 160Tonne Liebherr crawler crane fitted to the purpose built mountings on the barge deck.

The Calliope I barge will take part in the installation of sheet pile wall and rock

placement to the western side of Caltex berth 2.

5.3.2 Installation AZ Sheet piles

The Calliope I will be used as the platform for the sheet piles and vibratory

equipment that shall be used to store and install sheet piles. The sheet piles will

be installed fully by vibrational means.

When installing the sheet piles, a temporary guide frame will be used to ensure

the correct line and distance is maintained.

5.3.3 Scour and Revetment Rock Placement

The Calliope I will be used as the work platform for a long reach excavator,

which will be used to place all rock on the seabed floor.

The rock will be transported to site by means of dumb barge and tug. Loading

will take place at an offsite facility by WWC, which is yet to be determined. The

dumb barge will be equipped with appropriate side barriers to prevent rocks

from falling overboard. The transport barge has not yet been procured.

5.3.4 Navigation Equipment and Operations

The Contractor currently intend on using AusBarge tugs, Blue Bulla & Mt Morpeth to tow the Calliope I crane barge. This barge is well known by The Contractor from consistent towage in their home port and other projects by both companies.

The Contractor will Utilise AusBarge to assist with movements of barges to and from the Caltex Refinery construction area.

Navigational equipment is not installed on the Calliope I crane barge as it is not

self-propelled and will always be towed with a tug. The navigation equipment installed on the AusBarge tugs is recent and of the highest quality electronics

available.

Any passengers boarding the Calliope I and all other vessels are required to be inducted. As a consequence all crew and passengers are recorded for every

passage conducted for notification to authorities when required


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5.4.1 Barge Cycle

In general terms and subject to daily Caltex and SPC approvals and on the proviso that all

movements are cleared with VTS prior to execution, the barge cycle will be conducted as follows:


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5.4.2 Operational premise

Both the installation of MLAs and the Sub berth upgrade will be carried out within the Caltex berths

and adjacent area. There should be no reason to transit outside of this area other than in the event

of taking shelter at Woolooware Bay in inclement weather conditions which given the draft of the

vessels involved the vessels would navigate on the southern side of the Bay well away from other

shipping channels. In considering on a daily basis whether operations are to be carried out the

following points will be considered.

1. Suitable weather forecast 2. Other shipping entering, departing or occupying Caltex berths 3. Other commercial activities taking place within the area of operation ie dredging, wharf

construction, ongoing berth maintenance, diving operations or any recreational extra ordinary event that may be taking place

4. Unless circumstances require it all work will be carried out in daylight hours as it represents the lowest risk profile for the project.

5.4.3 Barge handling guidelines

Whilst the barge is in transit, subject to the discretion of the Master, the tug and workboat will be

made fast to the barge in the following way:


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5.5 Operational Discussion:

In general terms the quarter tug will be attached to the barge in order to form a composite unit

engine tug (head line, spring and stern line). Generally the tug will remain as a composite unit for

berthing and mooring operations on either the port or starboard side of the barge depending on

conditions ie wind or current or in the event of having to go alongside a berth the side to required. In

the event of inclement weather it may be necessary for the tug to tow the barge on a tow line

behind the tug.

The workboat when required will be made fast on either port or starboard shoulder depending on

operational circumstances in such a manner that it can square off and push/pull at low speed and

can provide propulsion and braking assistance as required when alongside.

The barge will be fitted with winches and a 4 point mooring system fit for purpose. The barge

anchors will be fitted with buoys and retrieving pennants. The mooring system will enable the barge

to anchor and accurately position over the worksite. When not in operation the mooring system will

allow the barge to occupy a relatively small mooring envelope given it will not swing at anchor.

Anchor chains or cables will not be placed in any area that will be utilized by commercial shipping

during that operational window.

If the mooring wires and anchors protrude outside the Caltex leased areas (which is not foreseen)

exclusion buoys will be placed in consultation and approval with SPC.

The barge and tug will display the appropriate day shapes and lights when required under the

International Rules for Prevention of Collision at Sea, Automatic Identification System (AIS) as well as

any additional requirement that the SPC, Caltex or The Contractor may deem necessary at the time.

The Contractor will ensure during the induction process that all personnel are aware of the

possibility of risk of injury to marine mammals and comply with the specific Marine Mammal

Management Plan provided by the Caltex Environmental department. This process will include the

reporting of any relevant sightings by Contractor personnel to Caltex and SPC. Project operations will

be suspended in the event of any sightings that may risk injury to marine mammals.

NOTE:

This operational plan is based on many years operational experience of The Contractor, however the

plan will be closely monitored, in its execution, and adjusted to provide the lowest possible risk

profile.


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5.6 Barging corridor


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5.7 Diving Operations

All diving work will be carried out by professional diving teams complying fully with local

diving practices and appropriate Dive Manual. Dive Plan to be prepared with separate risk

assessment. It will be the onus of the Diving Company to apply for the applicable permits

and liaise with Sydney Ports Corp. Before diving operations will commence, Caltex and its

Contractors will ensure dive company has required approval from the HM.

Diving will be required on most days as part of the Sub Berth Upgrade as they will be an

integral part of the project requirement. The dive company will be Gray Diving Services

which have serviced the Caltex Berths since the commencement of the refinery in the mid

1950s. They work closely with Caltex and its contractors on Caltex sites, and have the

highest of SMS standards within the diving industry. They operate regularly in accordance

with Caltex and SPC requirements.

Diving equipment will be independently inspected and certified as required.

5.8 Maintenance plan

The Contractor Plant Supervisor will carry out regular three monthly inspections and

maintenance of plant and record the outcome. Where a relevant Australian Standard is

applicable, eg, AS-2550 for cranes, the inspection, use and maintenance of the plant will

comply as a minimum with the Standard. Where no Australian Standard is provided, the

inspection, use and maintenance of the plant will comply as a minimum with the

Manufacturers Recommendations.

No item of plant and equipment will be brought on site without proof of current service and

maintenance records or registration where required.

Inspections and checks will take place monthly to ensure that the Plant Register (OHS-058)

is being maintained and that all plant and equipment on site has appropriate

documentation, including maintenance records and is being operated by qualified and

authorised personnel.

Daily prestart inspection will be carried out on all plant prior to use.


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5.9 Fuelling

5.9.1 Generators/mobile equipment

The re-fuelling of onsite generators/mobile equipment will happen with the fuel bowser or by

bringing the generators to the re-fuelling area.

The flexible pipe connected to the bowser will be fitted with a manually operated pump.

The pump will be equipped with a lock and locked shut when not in use.

As for each re-fuelling situation, a spill kit and a fire extinguisher will be positioned in a suitable

position.

All personnel will wear the necessary PPE:

Rubberised gloves

Appropriate eye protection

Long pants

Hi-Vis long sleve shirt

Safety boots

Chemical gloves

Personal floatation device

Signage will be posted and no smoking will be allowed.

SDS shall be available and utilised.

5.9.2 Transfer from vessel to vessel

ALL Ship to Ship transfers must be booked through the ShIPS system

Prior to the start of any ship to ship fuel transfer, the Engineer will seek permission from the Master

or Dredge Superintendent to conduct the operation. Weather conditions will be paramount to the

transfer process.

All hot work permits will be suspended during re-fuelling operations. Smoking on the deck will be

prohibited as well.


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Prior to receiving any diesel deliveries the duty engineer is to:

a. Advise the VTS that refuelling is about to take place. VTS will send a port corporation rep

to approve the operation.

b. Dip the tanks to confirm the quantity of diesel to be taken on; confirm with the tanker

driver the expected amount.

c. Ensure that crossover valves between all tanks are open.

d. Put all the freeing ports in the deck scuppers into the Closed position.

e. Place absorbent booms/pads around the filling manifolds to catch any small spills when

the hoses are connected and disconnected.

f. Secure the 3 Cam-lock hose fitting latches with wire (mouse off) to prevent accidental

opening.

g. Hoist flag Bravo for the duration of the refuelling.

h. Complete and sign the applicable forms

i. Collect sample from supplier for potential testing if required.

Mooring lines will be checked and tightened. If required, extra lines will be used.

The Engineer shall personally inspect all the connections and hoses, and only when he is satisfied of

the condition of the transfer, will the transfer of fuel begin. All flange connections will be secured.

Drip trays and drip buckets will be in place where applicable. Oil spill kits will be kept within easy

access of the hose termination. Suitable fire extinguishers will be positioned in a location where they

can be reached in the event of a fire during the re-fuelling.

During the transfer operation the Fuel transfer point is not to be unattended and the duty engineer

is to supervise the filling operation on the dredge. The engineer will regularly dip the tanks during

fuel transfer to prevent overfilling.

Cell phones are not to be used in the vicinity of the refuelling operation and any hot works are to

cease for the duration. Fire extinguishers are to be at hand during refuelling.

On completion of refuelling the engineer is to:

a. Drain the refuelling hose to the vessels tanks before disconnecting.

b. Note the start and completion times and the total fuel received; enter into the vessels

log, together with the new total of fuel on-board. Advise the dredge-master at the

earliest opportunity.

5.9.3 Weather

All re-fuelling operations will be planned in advance in accordance to the weather forecasts for the

area. If an unexpected change of weather were to take place, the Master of the vessel or dredge

supervisor conducting the re-fuelling will decide if conditions are good enough to proceed or if the

operation should be aborted and/or postponed


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6.0 Vessel Specification

6.1 Dredging (Heron)

6.1.1 Machiavelli

The Dredging Contractor has owned the Machiavelli for the past 8 years, operating it in New Zealand

and Australia.

The Machiavelli was built in 2005 in Turkey by shipyard De Donga. The Machiavelli is fitted with a

Liebherr 994 Excavator.

The 994 Liebherr is fitted with a Dipmate Version 3 by Sea tools and a twin 5700 Trimble RTK GPS.

Name Machiavelli

Type De Donge D Type Backhoe Dredge

Official Number 876411

Class Bureau Veritas

Port of registry Auckland, New Zealand

Year built 2005

Operators Heron Construction Company Ltd

Gross tonnage 648

Displacement 1,200 tonne

Length overall 53.0m

Breadth 15.0m

Excavator Liebherr P994

Monobloc (boom) length 16.0m, 19.0m

Stick (dipper) lengths 4.0m, 5.6m, 8.0m and 9.5m


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Bucket sizes 4.0m3, 5.0m3 and 5.7m3,6.0 m3

Clamshell sizes 3.5 m3 Heavy duty and 6.0m3 Environmental

Dredging control DipMate v3 by Seatools

Position and height control Twin 5700 Trimble RTK GPS

Aft spuds Two @ 30m long x 60 tonne each

Forward spuds One @ 30m long x 60 tonne in carrier

Spud carrier stroke 7.5m

Jack up capacity 780 nnes

6.1.2 Kurutai Tug

The Contractor has owned the Kurutai for the past 4 years, operating it in New Zealand, Australia

and the Pacific Islands

The tug was built in 1991 at Marine Steel in Auckland for the Original owners Sea Tow. The Kurutai is

fitted with twin Caterpillar 3512B Diesel engines developing 3000hp.

The winch is fitted with a 730m x 48mm diameter steel tow wire.

The tug is predominately used for towing hopper barges and the back hoe dredge Machiavelli.

The Kurutai is currently in Class 2B With NSW Maritime

The Kurutai carries 4.0 metre rescue boat.


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Name Kurutai

Type Ocean Going Tug

Official Number

IMO #

875798

9638921

Class Maritime NZ Unlimited and South Australia 2B

Call Sign ZMA 2815

Port of registry Auckland, New Zealand

Year built/place 1991, Auckland New Zealand

Operators Heron Construction Company Ltd

Gross tonnage 199

Nett tonnage 94

Displacement 312 tonne

Length overall 23.46m

Breadth 8.0m

Max draft 3.8m

Main engines 2 x Caterpillar 3512B

Power 3000 hp

Auxiliaries 1 x 6BT Cummins, 1 x 6CT Cummins

Propellers Twin screw, 4 blade Kaplan type inside kort nozzles

Bollard pull 30 tonne

Towing specifications Tow winch 80 tonne brake capacity

Tow wire 730m x 48mm dia, with tandem tow link

MMSI #

Satcom

512016000

Furuno Saturn C Felcom 15 & PP - 510

S/S radio telephone Furuno FS1550 - 15

VHF radio telephone Sailor RT 2048

2182 Watch receiver Sailor RT 501

EPIRB

Radar transponder

Radar

GPS

Plotter

Echo sounder

Auto pilot

ACR Satellite 406FH Auto

Kannad Rescuer

Furuno

Furuno GP 50

Furuno GP 1610CF

Furuno LS 6100

FAP 330


24

6.1.3 Split Hopper Barges SB101 and SB102


25

6.1.4 Kythira Tug

6.1.5 Nautilus Tug


26


6.2.1 Calliope I Barge


27

Classification : ABS A1 DECK CARGO AND BALLAST TANK BARGE / AMSA 2A

Flag : AUSTRALIAN

Port of Registry : SYDNEY

Built : 2011 Official No. :860169

Length : 54.8 mtrs.

Beam : 18.29 mtrs.

Depth : 3.66 mtrs.

GRT : 924 tonnes

Deck Winch : 4 No. 14.3 Tonnes (first layer) Anchor Winches

Crane size :160 tonne Liebherr up to maximum 250 tonne crawler crane

Deck Capacity : 15 T/m2


28

6.2.2 Blue Bula


29


6.3.1 Mt Morpeth


30

6.3.2 Nambucca

NAMBUCCA

Specifications

Nambucca

Principal Particulars

Port of Registry Rockhampton TWIN SCREW FIXED NOZZLES

Builder Palm Beach Marine NSW Designed Speed 8 knots

Navigational Aids

Official Number 15796 Echo Sounder Lowrance

Year Built 1983 Auto Pilot TMQ

Survey HF Radios


31

Survey Authority QLD Transport 2C UHF Radios

Length Overall 15.40m GPS

Length Water Line

Breadth Moulded 5.03m Machinery & Equipment

Depth Moulded 2.49m Main Engines Gardner LxCT

Gross Tonnage 52.7T Clutch/Gearbox Type

Fuel Capacity 4,400L Propellers Single

Domestic FW Capacity Alternators Onan 240 volt

Ballast Capacity

Designed Bollard Pull 5T

All Specifications are listed in good faith, but without guarantee.

Ausbarge Marine Services Pty Ltd.

3 Ward Street, Kurnell NSW 2231

Ph: (02) 9668 8630 Fax (02) 9668 8760


32

6.3.3 Ausbarge 137


33

Specifications

AUSBARGE 137 DUMB BARGE

Principal Particulars

Port of Registry Adelaide

Builder Labroy Indonesia

Official Number 15796

Year Built 1997

Survey

Survey Authority NSW Maritime

Length Overall 52.67m

Length Water Line

Breadth Moulded 17.07m

Depth Moulded 3.66m

All Specifications are listed in good faith, but without guarantee.

Ausbarge Marine Services Pty Ltd.

3 Ward Street, Kurnell NSW 2231


34

7.0 Crew qualifications and training

7.1 Training

The Contractor in consultation with employees will identify training needs in relation to performing

work activities competently and safely.

A Training Needs Matrix shall be in place to ensure that Health & Safety competencies are developed

and maintained. Personnel shall be assessed as competent by The Contractor, on the basis of skills

achieved through education, training or experience, to perform assigned tasks taking into account

the Health & Safety obligations, hazards and risks associated with the work activities.

7.2 Job Specific Training

Different roles require specialised training and certification. Examples may include:

Confined Space

Fire Fighting

Working at height

Dogging/Rigging

Senior First Aid

Crane operation verification of competency

Marine deckhand training

Recreational boat licence

Vessel operations in emergency situations

Training of this nature may be conducted by an independent registered training

organisation (RTO) to ensure the appropriate education and regulatory requirements are

complied with.

7.3 Marine Competency

All vessel crews shall be trained and deemed competent in accordance with regulatory bodies being

Workcover NSW, Roads & Maritime or AMSA. The applicable employees may comply with the

training requirements as stipulated under STCW95.

Tug Masters will be expected to hold a Certificate of Local Knowledge or Marine Pilotage Exemption

Certificate or complete the requirements and examination for the issue of these certificates.

All training evidence shall be documented and be made available to interested parties upon request.

The Contractor shall ensure that all personnel (including contractors and visitors) have undertaken

training appropriate to the identified needs.


35

Training shall be carried out by persons with appropriate knowledge, skills, and experience in OHS

and training, preferably an accredited training provider.

Each vessels SSM manual details the induction, briefing, and training requirements for that vessel,

including vessel operation, radio procedures and emergency drills.

All personnel on the vessel should make themselves familiar with the SSM requirements.

7.4 Induction

The Contractor shall ensure that all employees and sub-contractors are inducted prior to the

commencement of works. The induction programme requirements shall be as follows:

NSW Construction Induction white card

In conjunction with above minimum requirements The Contractor shall cover the following within

the Company induction:

Project scope

Policy Statements

HSE Manual overview

PPE Requirements

Roles & Responsibilities

HSE Leadership

Environmental awareness

Manual Handling

Risk Management

Hazards identification

Incident Management Process

Emergency Management

Employee Assistance


36

8.0 Environmental Protection

8.1 Bunkering

If necessary, fuel will be bunkered onto the Project Tugs. This bunkering operation will coincide with

a Marine Bunkering Plan (see appendix 12.2).

All bunkering shall be conducted in accordance with Sydney Port Corporation directions and

applicable permits.

All vessels have specific bunkering procedures and a checklist that must be followed at all times.

COMPLETE BUNKERING CHECKLIST

a. Dip the tanks to confirm the quantity of diesel to be taken on; confirm with the tanker

driver the expected amount.

b. Ensure that crossover valves between all tanks are closed.

c. Put all the freeing ports in the deck scuppers into the Closed position.

d. Place absorbent booms/pads around the filling manifolds to catch any small spills when

the hoses are connected and disconnected. Close the drip tank valves.

e. Secure the Cam-lock hose fitting latches with cable ties to prevent accidental opening.

f. Hoist flag Bravo for the duration of the refuelling.

g. Advise the VTS that refuelling is about to take place. VTS will send a port corporation rep

to approve the operation.

h. Complete and sign the VTS form, countersigned by the supplier rep (tanker driver) and

SPC rep; complete and sign the fuel company Pre-bunker check list, countersigned by

the supplier rep.

i. At the commencement of refuelling draw off a small sample for a visual check; annotate

with date and fuel details and retain until next bunkering.

j. During the transfer operation the fuel truck driver is not to leave the pump controls and

the duty engineer is to supervise the filling operation on the dredge/tug. The engineer

will regularly dip the tanks during fuel transfer to prevent overfilling.

- Cell phones are not to be used in the vicinity of the refuelling operation and any hot works are

to cease for the duration. Fire extinguishers are to be at hand during refuelling.

- On completion of refuelling the engineer is to:

k. Drain the refuelling hose to the vessels tanks before disconnecting.

l. Note the start and completion times and the total fuel received; get the tanker driver to

countersign. Enter into the vessels log, together with the new total of fuel on-board.

Advise the dredge-master at the earliest opportunity.

m. Fill in the oil records book and the fuel book; detail the quantities received to each tank.

See appendix for Kurutai (12.3) and Machiavelli (12.4) Bunker Pre-Delivery Checklist


37

8.2 Chemicals & Dangerous Goods

The definition of a hazardous substance in the workplace under the WHS Regulations, a hazardous

chemical is any substance, mixture or article that satisfies the criteria of one or more Globally

Harmonised System of Classification and Labelling of Chemicals hazard classes, including a

classification in Schedule 6 of the WHS Regulations.

All Contractors shall ensure that all risks associated with the handling, storage and use of hazardous

materials are managed as per the SDS and in accordance with Safework Australia Managing

Hazardous Chemicals in the Workplace June 2012. No hazardous chemicals used by Contractors

should pose any health or safety risk if instructions for storage, handling and use are followed.

8.3 Hazardous Chemicals Storage

All hazardous materials must be stored in accordance with manufactures specifications and

legislative requirements.

Following these instructions may require segregation of some materials from others.

Flammable materials must be stored in areas that have adequate fire fighting or fire suppressions

systems in place. Access to these areas should be restricted.

Bulk storage (e.g. drums of oils, etc.,) must be in areas that offer containment in case of spillage.

If an unmarked or blank container is identified, it must be reported to the HSE Manager immediately

and not used.

8.4 SDS Application

The Safety Data Sheet contains information on the identity of the product and any hazardous

ingredients, potential health effects, toxicological properties, physical hazards, safe use, handling

and storage, emergency procedures, and disposal requirements specific to the chemical.

SDS sheets shall be available in all areas of the operation. All Contractors shall keep records of all

SDS for products used and stored. These records must be updated and maintained and easily

accessible to all persons who may use or come into contact with such substances as part of their

work.

The SDS should be kept in a location near the work area where the substance is used. Contractors

shall ensure that all workers likely to be exposed to the hazardous chemical know how to find the

SDS. In some cases it may be practicable to provide workers with access to SDS via an electronic

database stored or handled at the site. The electronic database should be readily available to

workers, workers know how to use it, and a backup means of providing the SDS should also be

provided, for example as hard copies in a filing system.


38

Specific attention shall be given to the first aid requirements identified by the SDS to ensure the

availability of treatment measures and equipment.

8.5 Waste Management

All Contractors recognise statutory requirements must be adhered to and are well aware that any

disposal of garbage into the environment constitutes an offence and suitable approved means of

storage will have to be used. All garbage will be safely handled and stored on board in appropriate

containers/wheelie bins. The storage bins on the vessel shall be properly sea fastened, easily

accessible and kept clear from any air intake to the vessels accommodation.

The Dredge Superintendent or vessel Master and the crew must ensure the protection of the marine

environment by reporting pollution incidents to VTS.

Masters are responsible for all handling of waste on board and shall manage the use and disposal of

all garbage/waste generated on board correctly, which includes but is not limited to:

food/galley waste

paper/cardboard/recyclable products

paints / oil products / oily rags

glass / bottles

metal products

plastics

When vessels are alongside they will ensure correct disposal of any waste to an approved and

certified waste transport company bringing all waste to the correct treatment facilities onshore.

All waste disposals shall be recorded in the vessels garbage record book.

8.5.1 Sewage and Grey Water

Vessels that produce this waste will be fitted with a holding tank. Before the commencement of this

operation, crew will don gloves and check that the hose and fittings are sound.

On board plastic bunded cubes that shall be filled and transported ashore by a tug and offloaded

onto a truck for management at a dedicated onshore facility.

When the tank is empty, the amount of discharged material will be recorded in the log.

Sydney Port Corporation shall be contacted prior to the commencement of disposal and records

kept.


39

8.5.2 Waste Oil

Vessels that produce this waste will be fitted with a holding tank for waste oil. No waste oil will be

discharged into the Harbour or Bay areas. All waste oil will be collected and pumped ashore to either

200 litre drums of or a waste oil truck. The Engineer will record the amount discharged in the oil log.

On board plastic bunded cubes that shall be filled and transported ashore by a tug and offloaded

onto a truck for management at a dedicated onshore facility.

Sydney Port Corporation shall be contacted prior to the commencement of disposal and records

kept.

The drums shall be placed onto the deck of the tugs and transported ashore.

8.5.3 Job Safety Environment Analysis (JSEA)

Each operation will be analysed separately and responsibilities will be attributed to the various

qualified personnel on site. On board the vessels, the responsibility for the refuelling operations will

lie with the Engineer/Mechanic/Dredge Master or the equipment operator.

A JSEA shall be developed for bunkering procedures and shall be utilised in conjunction with this

SOP. All personnel are expected to understand this SOP and JSEA and sign on to both forms.

c. Fill in the oil records book and the fuel book; detail the quantities received to each tank.


40

9.0 TRAFFIC MANAGEMENT PLAN

Moorings shall be located on the western side of the 3LR runway and shall be deemed a Safehaven

in inclement weather. The approximate timing for the Backhoe Dredge to relocate from the dredging

area to the Safehaven is 40 minutes.

The Dredge Superintendent shall be aware of the weather forecast, well in advance and prepare an

approximate time for relocation in accordance with SPC.

9.1 Personnel Transfer Point

Personnel shall be transferred to the vessels and dredge via the Caltex wharf.

Transfer of Personnel SOP must be adhered to at all times.

9.2 Holding Zones

Holding zones have been designated in the following areas to allow for tugs to hold during heavy

traffic periods.

Frenchmans Bay

Sutherland Point

9.3 Exclusion Zone

A 150m exclusion zone is in effect around the dredging areas.


41

10.0 INCIDENTS

10.1 Incident Reporting

The contractor must acknowledge that guidelines on incident management are an essential

component of the HSE management system. The provision of timely and efficient first aid and

environmental response is crucial in caring for employees and the environment. Additionally, timely

and efficient reporting on hazards, incidents and other occurrences with an adverse risk to HSE is

required to be in place so that appropriate corrective actions can be taken.

Vessel masters must be aware of the need to report all incidents immediately to emergency services

(if required) and then to port authorities.

When an employee of Polaris Marine becomes aware of an actual or potential incident, that

employee is to notify their immediate supervisor and the company management.

It is a legal requirement to report incidents to AMSA under Section 268 of the Navigational Act for

the following events:

an accident occasioning loss of life or serious injury to a person occurs;

damage or defect in the ship, its boilers, machinery or equipment has been discovered

which has or may affect the seaworthiness or safety of the ship, efficient operation or safety

of the boilers, machinery or fixed equipment of the ship;

the ship has been in a position of peril from the action of some other ship or from danger of

wreck or collision;

the ship has been stranded or wrecked, has fouled or damaged a pipeline or submarine

cable, lighthouse, lightship, beacon, buoy or other marine mark, or where a ship having left a

port in Australia has put back to that port or another port in Australia.

Application: All ships in Australian waters, Australian ships anywhere.

Section 107 of Occupational Health & Safety (Maritime Industry) Act:

Requires the notification and reporting of:

any accident that results in the death of, or serious personal injury to any person;

any accident that results in an employee being incapacitated from performing work for a

period of five successive days or more;

a dangerous occurrence (i.e.: a near miss) which occurs at or near a workplace at which an

undertaking is being conducted by the operator.

Application: Australian ships only, Australian ships anywhere, offshore industry mobile units

Environmental incidents must be immediately contained if safe to do so, to prevent further damage.

Environmental incidents must be reported immediately to port authority.

All incidents / near misses and hazards are to be reported in a timely manner, with detailed

information collected via the Polaris Marine Incident Record Form and entered into the online


42

system by the designated individual and provided to company Management team. All hazards are to

be reported via Hazard Report Form.

REFER to HMD incidents must be reported to RMS Maritime (State Waters) and Harbour Master(Port

Waters)

10.2 Immediate Action

Depending on the risk of the hazard or incident involved immediate action must be taken to prevent

further persons from being injured. This may involve the activation of emergency procedures or

other actions to control the immediate risk to persons in the area, e.g. barricading the area, alerting

adjacent areas.

If an injury has been sustained, first aid treatment should be given from a suitably qualified first aider

promptly.

In some circumstances, a hazard, incident or injury may mean that the scene cannot be disturbed.

These are termed significant incidents and include any work related occurrence that:

Results in the amputation of a limb

Results in the person being placed on a life support system

Presents an immediate threat to life, for example:

- the loss of consciousness of a person due to an impact of a physical force

- exposure to toxic substances, electric shock or lack of oxygen

- major damage to any plant, equipment, building or structure

- an uncontrolled explosion, fire or escape of gas, steam or dangerous goods

- an imminent risk of explosion, fire or escape of gas, steam or dangerous goods

- entrapment in a confined space

- collapse of an excavation

- entrapment in machinery

- serious burns

- actual or potential exposure of a person to a prohibited or notifiable carcinogenic or

other hazardous substance.


43

10.3 Incident Investigation

Significant incidents shall be investigated and the causes determined and reported. The HSE

Manager will liaise with the Management to ensure that resources are available to conduct any

investigation required. The detail of a report can vary dependant of the severity of the incident but

fundamentally the following areas should be addressed:

- Who? Record the names of everyone involved.

- What? Look at the work area and equipment involved, check for defects, get an exact

description of chemicals involved, etc. Gather documented information, Risk Assessments;

JSEA s and work instructions or procedures.

- Where? Describe the exact location, note all relevant facts, i.e. lighting, weather, sea

conditions. Take photographs where possible.

- When? Note exact time, date and other factors, i.e. shift change, work cycle, break period,

etc.

- How? Describe usual sequence of events and actual sequence of events before, during and

after the incident.

- Why? Find all possible immediate and root causes AND how to keep it from happening again.

All incidents shall be recorded on Incident Record Form and managed by the HSE Manager.

11.0 Sunken Construction Vessel or Materials

Although the likelihood is of a sunken construction vessel is extremely remote The Contractor

Marine will expeditiously re-float, raise, remove and make safe the vessel. The Contractor has the

appropriate levels of insurance cover as well as the plant and equipment to deal with nay such

event. In regard to materials all old or unused chain or other items will be removed from the sea bed

and transported to the Caltex Wharf for removal.


44

12.0 Evacuation Procedure

Ausbarge Safety Management System includes regular emergency drills. These include vessel

evacuation. If the barge needs to be evacuated for any reason it will be evacuated to the tug if in

transit and to the shore if alongside


45

13.0 Appendix

13.1 Drawing 148012


46

13.2 Marine Bunkering Plan

1 Objectives Zero spills to land or marine environment;

All spills reported;

Zero accidents;

2 Legislation International Convention for the Prevention of Pollution from Ships

AS 3846-2005: The handling and transport of dangerous cargoes in port areas

AS 1940-2004: storage and handling of flammable and combustible liquids

AS 1216-1995: Class labels for dangerous goods

AS 3833-2007: Storage and handling of mixed classes of dangerous goods

International Maritime Dangerous Goods Code

3 PPE The following PPE must be worn during refuelling activities:

Long trousers or jeans

Hi-vis long sleeve shirt

Safety boots

Chemical gloves

Goggles

Personal Floatation Device

4 Environment Appropriate spill kits must be on hand

Marine mammal spotter

5 Documentati

on

Current MSDS received and approved by Caltex before

delivery

Dangerous Cargo report completed, submitted to regulators and current

Cargo report

6 Procedure The following procedure is to be used by Masters in charge of

vessels.

Master to obtain weather forecast to check whether sea

conditions, and brief crew in regard to bunkering operation to be carried out.

Master to discuss forecast or any other factors including

passing vessels that may affect bunkering operations and


47

agree that conditions are suitable. If either the Tug Master or Barge Supervisor are not satisfied with the current conditions

or any other factors then bunker operations are not to commence.

Once Tug and Barge Supervisor agree to proceed, the Barge

Supervisor will provide the Tug with request for diesel bunkers indicating, amount required and available volume in

barge Fuel Oil Tank.

Tug Master to muster crew and carry out briefing on intended bunkering operations and any requirements.

Tug crew to ensure that adequate oil spillage equipment is in position on deck and scuppers to be plugged prior to

bunkering to contain any spillage immediately.

Ensure suitable fire extinguishers are standing by, all

personnel involved in the operation to be trained in the correct use of fire extinguishers. If fire hoses are used ensure they are primed and of sufficient length to reach all out board

areas of the vessels. Note: fire hoses are to be used as last resort because of potential pollution.

Use of mobile phones and naked flames (including cigarettes) is prohibited within the designated fuelling area which will be delineated with appropriate signage and barriers.

Provide bunkering party with protective clothing, As a minimum

Goggles

Hard hat

Overalls

Boots

Gloves

Ullage tug fuel/ oil tanks and calculate current fuel onboard and fuel to remaining on board and noted in vessel log.

Tugmaster to confirm with Barge Supervisor that barge crew

are on station to receive bunkers.

Advise crew which tanks are to be open.

Prepare and fit fuelling adaptors if applicable.

Connect fuel hose (check for closed seal).

Isolate tanks on tug which are not to be used to draw bunkers

and ensure valve opened from tank to be used.

Ensure international code flag B BRAVO is flying on lay dent vessel and during bunkering.

Tug Master to confirm with Barge Supervisor that hose connections are complete, valve on barge fuel oil tanks is

open to receive bunkers and hose has sufficient slack to avoid


48

being placed under tension from vessel movements during bunkering.

Tug and barge to test communications.

When all previous checks above have been completed and are conforming, tug master to direct Engineer to start fuel

transfer pump.

Tug and barge crews check for leaks in hoses and fitting and

ensure fuel is flowing freely, in the event of a leak procedures outlined in Spill Prevention and Contingency Plan to be followed.

During pumping Master to ensure engine room is manned to monitor fuelling and operate valves as required.

A crew member is to be on deck checking flow rates, tank soundings and stop dips and provide appropriate signals to

the Master.

Engineer to stop pumping immediately when notified by the Master.

Tug and barge deck crew continually monitor fuel hose and fittings for any leakage throughout process.

Engineer to stop fuel transfer pump when required amount has been transferred.

Close deck valves on barge.

Disconnect fuel hose on barge.

Drain any fuel oil residue back to tug. Bunker line outlet

contains a two valve setup, once the pump and first in-line valve is closed the residual fuel is drained into a small container using the second valve.


49

13.3 Kurutai Bunker Pre-Delivery Checklist

Kurutai Bunker Pre-Delivery Checklist (ENGINEER & PUMP OPERATOR TO COMPLETE)

Vessel: Date:

Berth: Start Time:

Product Delivery Volumes and Sequence

Vessel

Compartments/tanks to

be filled (circle)

2 -

PORT 2-STB

3 -

PORT

3 -

STB

5 -

PORT 5 - STB

6 -

PORT

6 -

STB

4 -

CTR

Ullage space available

Safe Fill Levels (Litres)

Agreed Volume to be

delivered to

compartment/tank

(Litres)

Agreed Discharge Rate

Litres/mins)

Type of Fuel

Safety Checklist Vessel Shore Comments Conditions

Have the individuals involved in the

bunkering process signed onto the

SOP and JSEA?

If NO do not proceed

Is the Ship Securely Moored? If NO do not proceed

Is there safe access between ship &

Shore?


Is there visual and verbal

communication between vessel

and shore?


Is the Bravo Flag Raised? If NO do not proceed

Has the Port/Authorities been

contacted?


Is spill response equipment

available on vessel and shore?


Are tank vents and hose

connections secured? Are all joints

wired/zip tied shut?


Are unused bunker connections

blanked?



50

Have maximum hose pressures

been agreed?



Have Emergency Shut-downs been

agreed by vessel engineer and

shore?


Has a watch been agreed? (if

applicable)


Is sufficient Ullage available in

receiving tanks to accept delivery

amount?


Is delivery to be interrupted? All received loads

metered

Process Checklist Vessel Shore Comments Conditions

Has the Port/Authority permit been

completed?


Have the Scuppers been blocked? If NO do not proceed

Is the Foam Fire Extinguisher placed

on deck?


No smoking or Naked Flame sign

displayed?


Have the sausages been deployed

and are they covering the gaps?


FILL IN OIL RECORDS BOOK AND FUEL BOOK (SHOW QUANTITIES RECEIVED TO WHICH

TANK.

Finish Time: Final Amount taken on:

Engineer Name: Engineer Signature:

Supplier Name: Supplier Signature:


51

13.4 Machiavelli Bunker Pre-Delivery Checklist

Machiavelli - Bunker Pre-Delivery Checklist (ENGINEER & PUMP OPERATOR TO COMPLETE)

Vessel: Date:

Berth: Start Time:

Product Delivery Volumes and Sequence

Vessel

Compartments/tanks to

be filled (circle)

PORT MID STARBOARD

Safe Fill Levels (Litres) 56250 31500 56250

Ullage space available

Agreed Volume to be

delivered to

compartment/tank

(Litres)

Agreed Discharge Rate

Litres/mins)


Has the Port/Authorities been

contacted?

If NO do not

proceed

Have the individuals involved in

the bunkering process signed

onto the SOP and JSEA?


Is the barge securely moored? If NO do not proceed

Is there safe access between

ship & Shore?

If NO do not

proceed

Is there visual and verbal

communication between vessel

and shore?

If NO do not

proceed

Is the Bravo Flag Raised? If NO do not

proceed

Is spill response equipment

available on vessel and shore?

If NO do not

proceed

Are hose connections secured?

Are all joints wired (moused) If NO do not


52

shut? proceed

Place bag/bucket over

breather pipe

If NO do not

proceed


Have Emergency Shut-downs

been agreed by vessel engineer

and shore?

If NO do not

proceed

Has a watch been agreed? (if

applicable)

If NO do not

proceed

Is delivery to be interrupted? All received loads

metered

Process Checklist Vessel Shore Comments Conditions

Has the Port/Authority permit

been completed?


Is the Foam Fire Extinguisher

placed on deck?


No smoking or Naked Flame sign

displayed?


Have the sausages been

deployed and are they

covering the gaps?


FILL IN OIL RECORDS BOOK AND FUEL BOOK (SHOW QUANTITIES RECEIVED TO WHICH

TANK.

Finish Time: Final Amount taken on:

Engineer 1 Name: Engineer 1 Signature:

Engineer 2 Name: Engineer 2 Signature:

Supplier Name: Supplier Signature:

Documents

Marine Works Management Plan - 11th Oct 2013